RMS Imperatrice Rossa
 | This article is incomplete because it is pending further input from participants, or it is a work-in-progress by one author. Please comment on this article's talk page to share your input, comments and questions. Note: To contribute to this article, you may need to seek help from the author(s) of this page. |
.jpg)
| |
| History | |
|---|---|
 Cacertian Empire
| |
| Name: | RMS Imperatrice Rossa |
| Namesake: | Legatus Atria Aurelia |
| Owner: |
 White Star Line |
| Port of registry: |
 Port of Fumicino, Cacertian Empire |
| Route: | Fumicino to Andria to Kenlis |
| Ordered: | 11 April 1900 |
| Builder: | Royal Shipbuilders of Cacerta, Fumicino, Cacertian Empire |
| Laid down: | 25 December 1900 |
| Launched: | 3 March 1903 |
| Completed: | 10 January 1904 |
| Maiden voyage: | 4 February 1904 |
| In service: | 4 February 1904 |
| Out of service: | 8 April 1940 |
| Fate: | Retired at Fumicino after 34 years of service. Sold for scrap, 15 August 1940. Superstructure and hull dismantled in Fumicino. |
| Status: | Scrapped |
| General characteristics | |
| Class and type: | Empress-class ocean liner |
| Displacement: | 56,551 tons |
| Length: | 291.4 meters |
| Beam: | 30.5 meters |
| Draught: | 11.2 meters |
| Decks: | 11 |
| Installed power: |
list error: <br /> list (help) Steam generated at 265 psi by 48 oil-fired watertube boilers. 66,000 shp (49,000 kW) |
| Propulsion: |
list error: <br /> list (help) 4 × four-bladed propellers 4 × shafts 4 × steam turbines |
| Speed: | 25 knots (46 km/h) max |
| Capacity: | 4,234 passengers |
| Crew: | 1,181 crew |
RMS Imperatrice Rossa (Italian: Red Empress) was a Cacertian ocean liner and the second ship of the White Star Line’s Empress-class ocean liners. The largest of three ships eventually constructed, the Imperatrice Rossa had a long career serving as a long-haul liner traveling from Fumicino to Andria to Kenlis. Her luxurious facilities and untarnished safety record gave the Imperatrice Rossa a famed reputation as a Cacertian liner. She would be requisitioned as a troopship late in her career during the Siduri War between 1934 and 1938.
She was laid up in Fumicino following the war and was originally intended to be refitted, refurbished, and put back into service. However, the growing prominence of airships and the introduction of more efficient fixed-wing aircraft made her a costly investment and, after projections reflected that her operation would be unprofitable, the plans to put her back into service were cancelled. She remained docked in Fumicino for a little over a year and a half before her ownership was transferred to the Royal Shipbuilders of Cacerta who scrapped her in 1940.
Background and Construction
.jpg)
As with most ships in Cacerta at the time, the Imperatrice Rossa was laid down and constructed by the Royal Ship Builders of Cacerta in Fumicino. All the ships of the Empress-class were intended to be the largest and most luxurious in the world, securing Cacerta’s domination of the Siduri market. Unlike her sister ships, however, Rossa also had a secondary purpose of also penetrating the Eracuran market of steam ocean liners that had long since been controlled by Ossorian companies. It was unlikely that White Star would be able to directly compete in Eracura, but it was hoped to help expand its industry.
Size and comfort were given priority on the Empress-class, but this was especially so aboard the Imperatrice Rossa which would eventually be over twenty meters longer and carry nearly 500 more passengers than her sister ships. It was understood that Cacertian liners could not compete with their Ossorian peers in terms of speed, so instead the designers at CNRC and executives of the White Star Line focused on a high level of luxury. Livia Maffucci, a Gylic-Cacertian architect who was famous for her design of luxury hotels, was called in to help design the ship interior.
Construction of the Imperatrice Rossa began approximately a month after the Imperatrice Bianca and, to accommodate the size of the ships, CNRC made extensive upgrades to their facilities. Her hull was completed in early March 1903 and she was launched without her superstructure. As the only dry-dock large enough to accommodate her was being occupied by her sister ship for fitting out, Imperatrice Rossa was instead towed to Paviolo to complete construction. She was finally completed in January 1904 and made her maiden voyage a month later.
Design
The Imperatrice Rossa was the largest ship of the White Star Fleet upon her completion, measuring in at 291.4 meters long, 30.5 meters wide at her widest point, and displacing approximately 56,551 tons. She was equipped with two masts and three funnels. The first two of her funnels were used to vent smoke produced by the boilers while the third funnel was used to ventilate the engine rooms.
She was propelled by a set of four four-bladed propellers powered by four screws driven by a quartet of direct-drive steam turbines. The port-center propeller shaft was drive by a high-pressure turbine which exhausted into an intermediate pressure turbine that drove the starboard-center shaft. Exhaust from the intermediate turbine would then be divided equally into a pair of low-pressure turbines for the outer shafts. Running at 180 rpm, the steam turbines aboard the Rossa were capable of producing 49,000 kW of energy. Steam was supplied by 48 water-tube boilers in four watertight compartments and had a heating surface of 20,000 m². Originally designed to burn coal, the Rossa was later converted to burn oil and would serve as the test platform for the White Star’s later ocean liners.
Like the other ships of the Empress-class, the Rossa had four steam-driven electrical generators that produced 400 kW of energy as well as two 30 kW back-up generators that served to power the ship during an emergency.
Given her longer length, Rossa possessed sixteen watertight bulkheads (instead of fifteen) which separated the hull of the ship in seventeen compartments. Each of these bulkheads were equipped with watertight doors that closed vertically and would seal off compartments in the event of an emergency. These doors could be activated locally or automatically from a switch in the bridge. In 1908, these bulkheads were extended to match the entire height of the hull following the sinking of the Stella del Nord to improve her safety.
The waterworks that were originally designed for the Bianca were expanded and improved upon for the Rossa and provided hot water to all parts of the vessel via its complex network of pipes and valves. The ship’s freshwater supply was taken aboard while in port, but the Rossa was capable of desalinizing water if needed. She also possessed a complex heating network that circulated warm air throughout the ship; first-class cabins were also fitted with electrical heaters.
She was also equipped with a new radiotelegraph service much like her sister ships. While the service could be used by passengers to send and receive telegrams, navigation messages, weather reports, and warnings took priority as per White Star Line’s communications practices. Her transmitter was originally capable of broadcasting over a radios of 560 km, but this was great improved during her 1908 refit which allowed her to transmit an additional 200 km further.
Passenger Facilities
The passenger facilities aboard the Rossa were designed to meet the highest standards of luxury across all three classes. The original plans of the ship indicated that it could accommodate 989 first-class passengers, 1,201 in-second class, and 2,044 in third-class for a total capacity of 4,234. She also had facilities to accommodate her large crew of nearly 1,200. Her interior design also differed from previous White Star Line vessels by basing it on the style of Garezzo's famed Hotel Mare di Diamante, with first-class cabins furnished in the new Cacertian Empire style inspired by Empress Elliana herself. A variety of styles were used to decorate the cabins and public areas of the ship; all these features were meant to convey the impression that passengers were inside a hotel rather than a ship.
The first-class facilities included a saltwater swimming pool, an exercise hall, an orgy hall, and a mixed-gender public bath which consisted of an electric bath, steam room, cool room, massage room, and hot room. The inclusion of the orgy hall was a unique addition to the Rossa. It was believed that the majority of the first-class passengers she would be servicing would be Cacertian and that it would be appropriate to include an area aboard the ship for which Cacertians would be free to practice the uniquely Cacertian cultural trait of free-love. Following her 1908 refit, the first-class facilities were expanded to also include a squash court and a shuffleboard court.
The common rooms for first-class passengers were also grand in scope. They included a lounge in the style of Vichenza Palace with an enormous reception room, a smoking room, and a reading and writing room. Among other amenities, there was an á la carte restaurant which was run by the famous Syaran chef Ljuben Stojanovski. Stojanovski would later resign from service during the Divide War—during which first-class passengers noted the reduction in quality. He would later return following the end of the war and with a negotiated increase in his salary. Along with the á la carte restaraunt, the Rossa also had a café decorated in the style of a Gylic sidewalk café and a waterside veranda café that offered tea and light refreshments with grand views of the ocean.
.jpg)
Third-class accommodations aboard the Rossa were better than most other ships of the time and reflected the improved standards which the White Star Line had adopted for long-haul voyages for lower-class travel. On most other passenger ships, third-class consisted of little more than open dormitories in the forward or aft ends of the vessels in which hundreds of people were confined, usually without proper food or waste facilities. White Star Line ships, instead, had small, but private and comfortable cabins capable of housing two, four, six, eight, and ten passengers.
Dining rooms and public gathering areas were also provided to third-class passengers; this was also supplemented by the addition of a smoking room and a reading room. While these facilities were not as opulent or luxurious as their first or second-class counterparts, they were certainly well above average for the time.
Common leisure facilities for all three classes included the library, a common fitness area, and a number of other general rooms located around the vessel. It was also common for passengers to socialize on the open deck, relaxing in deck chairs and wooden benches.
The Rossa’s designation as a Royal Mail Ship indicated that she carried mail under contract with the Cacertian Empire’s Royal Mail Service. 760 m³ of space was reserved for the storage of letters and parcels with the on-board Sea Post Office manned by five postal clerks.
Service History
Stella del Nord Disaster
The Imperatrice Rossa was en route to Kenlis from Andria and had been at sea for two days on the night of the disaster. Wireless operator Daniela Venneri was on duty in the ship’s radio room when she received the distress call from Stella del Nord and immediately informed Captain Lelia Cale. Although they were approximately 900 kilometers south of the Stella’s location, Cale calculated a new course and ordered the ship’s engines be set to full power to assist in the rescue.
Several hours later, when she was closing to within 100 kilometers of the Stella’s last known position, she received a message from the LPR Bradán Feasa which had received the survivors from the SCS Simple Truths in the aftermath of the sinking. Captain Mathúna explained that there was no reason for her to continue her course as it would also bring her into the same ice field and recommended the Imperatrice Rossa to make a wide berth on her approach to Kenlis.
Imperatrice Rossa entered Kenlis harbor on the evening of 3 May. An agreement was brokered between the Alberreno Line and White Star in which her originally planned itinerary which would return her to Andria and subsequently Fumicino would be cancelled. Instead, the Rossa would take any survivors originally bound for Moddra and Andria and ferry them to their originally intended destinations without charge.
Post-Stella del Nord Refit
On 11 July 1908, White Star withdrew Imperatrice Rossa from service and returned her to Fumicino for a proper refit incorporating lessons learned from the Stella del Nord disaster two months prior and significantly improve her safety. While the ratio of lifeboats to passengers aboard the Imperatrice Rossa was not nearly as disparate as aboard the Stella del Nord, an additional twenty lifeboats were added so that she could accommodate all passengers and crew in the event she was at maximum capacity.
In addition to the lifeboats, an inner watertight skin was constructed in the boiler and engine rooms which gave her a double-hull. All of her watertight bulkheads were extended to match the height of the entire hull; this addressed a glaring flaw aboard the Stella del Nord in which water spilled over the top of the ship’s bulkheads which resulted in flooding of the adjacent compartments. Improvements were also made to her ballast and bilge pumps. With these additional measures, Imperatrice Rossa could theoretically remain afloat even if the first six of her seventeen compartments were flooded.
Imperatrice Rossa returned to service in November 1908.
Siduri War
In May 1934, while mid-transit from Andria to Fumicino, the Cacertian Admiralty requisitioned the Rossa to be used as a troopship. The Rossa arrived in Fumicino on 8 May 1934 and, after her passengers and cargo had been unloaded, was handed over to the Cacertian Royal Navy for repurposing. Stripped of her peacetime fittings and outfitted with a handful of 90 mm quick-firing guns, Rossa was converted to a troopship with a max carrying capacity of nearly 8,000 troops. In August 1934, the HMT Imperatrice Rossa departed Fumicino carrying some 8,000 infantry bound for Mansuriyyah to fight in the Western Theater.
Ferrying troops from the Empire to the Western Theater would become the Rossa’s main route during the conflict. She would often make direct trips from the home islands to Mansuriyyah, then sail to Andria where she would refuel before returning to the home islands for more troops. Her many visits to Padua and Viareggio carrying troops safely overseas and then back home after the war made her a favorite symbol for both cities. Several paintings of her in Viareggio were made and a large dance hall in Padua—Giardini Rossi—was also named in her honor.
During her four years of service in the war, she mainly served under the command of Captain Erika Chinnici who recalled the ease of her service.